US11155257B2 - Automatic parking control device - Google Patents

Automatic parking control device Download PDF

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Publication number
US11155257B2
US11155257B2 US16/609,262 US201816609262A US11155257B2 US 11155257 B2 US11155257 B2 US 11155257B2 US 201816609262 A US201816609262 A US 201816609262A US 11155257 B2 US11155257 B2 US 11155257B2
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vehicle
route
next frame
reach
travel
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US20200055514A1 (en
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Munetoshi Tsuge
Yoshiyuki Yoshida
Masashi Seimiya
Keiichiro HIRAKAWA
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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Assigned to HITACHI AUTOMOTIVE SYSTEMS, LTD. reassignment HITACHI AUTOMOTIVE SYSTEMS, LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HIRAKAWA, KEIICHIRO, SEIMIYA, MASASHI, TSUGE, MUNETOSHI, YOSHIDA, YOSHIYUKI
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Assigned to HITACHI ASTEMO, LTD. reassignment HITACHI ASTEMO, LTD. CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: HITACHI AUTOMOTIVE SYSTEMS, LTD.
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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/06Automatic manoeuvring for parking
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095Predicting travel path or likelihood of collision
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10Path keeping
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D15/00Steering not otherwise provided for
    • B62D15/02Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D15/00Steering not otherwise provided for
    • B62D15/02Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B62D15/026Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation combined with automatic distance control, i.e. electronic tow bar
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D15/00Steering not otherwise provided for
    • B62D15/02Steering position indicators ; Steering position determination; Steering aids
    • B62D15/027Parking aids, e.g. instruction means
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D15/00Steering not otherwise provided for
    • B62D15/02Steering position indicators ; Steering position determination; Steering aids
    • B62D15/027Parking aids, e.g. instruction means
    • B62D15/0285Parking performed automatically
    • GPHYSICS
    • G05CONTROLLING; REGULATING
    • G05DSYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02Control of position or course in two dimensions
    • G05D1/021Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0212Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/10Automatic or semi-automatic parking aid systems

Definitions

  • the present invention relates to an automatic parking control device configured to maneuver a vehicle into a target parking position.
  • an automatic parking control device configured to determine a target parking position based on information from an external environment recognition device such as a camera or a sonar, calculate a parking route on which a vehicle travels from the current vehicle position to the target parking position, and control steering, and acceleration and deceleration of the vehicle along the parking route.
  • the parking route generally contains zero or more times of turning (switching of the travel direction of the vehicle through repeated forward and backward travel).
  • the parking route is calculated as a chain of one or more section routes extending from a vehicle control start position or a turning position to a next turning position or the target parking position (hereinafter, may be referred to as a next frame).
  • feedback control is typically applied in which a difference between a position on the parking route where the host vehicle is supposed to be located at the current time and the current host vehicle position calculated based on wheel speed logs and steering angle logs is detected, and the host vehicle position is brought closer to the parking route.
  • Such feedback control allows the host vehicle to travel on the parking route.
  • an end position upon the end of the control may deviate from the next frame of the section route which the vehicle is supposed to reach.
  • the factors behind the above include a case where the position of the next frame is changed due to a result of external environment recognition when the feedback control fails to make a complete correction due to accumulation of errors, external factors, or the like.
  • the parking route extending from the current position to the target parking position is regenerated, and the vehicle is caused to travel on the parking route thus regenerated.
  • the following PTL 1 discloses a method in which, when the target parking position is changed or a difference between an actual travel path of the vehicle and the target parking route becomes equal to or greater than a predetermined level, the parking route is regenerated, and even when this condition is satisfied, the host vehicle is caused to travel on the existing parking route to a position where the parking route is easily regenerated.
  • a difference in host vehicle position between when the route generation processing is started and when the route generation processing is completed and the vehicle control is started makes certainty for causing the host vehicle to reach the target parking position with the generated parking route less reliable. Therefore, the route generation processing is generally performed while the vehicle is at a stop.
  • PTL 2 discloses a technology of predicting the stop position of the vehicle based on the speed and position of the vehicle, and, when the stop position thus predicted is located before an allowable range of the target stop position, releasing the brakes to adjust the stop position.
  • PTL 2 is intended for a railway whose route is uniquely determined by tracks and does not take into consideration a case where a vehicle deviates from the route.
  • An automobile or the like does not necessarily travel along the route, unlike the railway. Further, in a case of normal travel on organized roadways, supposed position and orientation of the vehicle are roughly determined based on position and orientation of a travel lane, but in a case of automatic parking, the supposed position and orientation of the vehicle are determined based on only the parking route calculated by the automatic parking control device.
  • the present invention has been made in view of the above circumstances, and an object of the present invention is to provide an automatic parking control device capable of causing a vehicle to correctly reach the next frame, without relying on normal parking route regeneration, when a determination is made that the vehicle cannot reach the next frame under automatic parking vehicle control.
  • an automatic parking control device configured to cause a vehicle to travel from a parking start position to a target parking position on a parking route extending from the parking start position to the target parking position by traveling on a section route extending from the parking start position or a turning position provided on a way to an end of the parking route to a next turning position or the target parking position, and includes a determination unit configured to determine, while the vehicle is traveling on a certain section route, whether the vehicle can reach a turning position or within a next frame serving as the target parking position which the vehicle is scheduled to reach next when the vehicle travels on a remaining section from a current position on the section route, and, when determining that the vehicle cannot reach within the next frame even after travel to an end of the remaining section, determine whether the vehicle can reach within the next frame on an extension of the remaining section by causing the vehicle to travel further from a travel end position of the remaining section with a steering angle and travel direction at the travel end position of the remaining section kept or determine whether the vehicle can reach
  • the determination is made whether the host vehicle can reach the next frame with slight adjustment to light-load processing without regeneration of the parking route, and, when the determination result shows that the host vehicle can reach the next frame, vehicle control reflecting the adjustment is performed to allow the host vehicle to reach and properly come to a stop at the next frame. Further, even when it is recognized that the next frame has moved suddenly due to the influence of the external environment recognition or the like, the host vehicle can properly come to a stop at the next frame.
  • the normal parking route regeneration processing is not performed, thereby eliminating the need of the stop and in turn reducing a processing load on a central processing unit (CPU).
  • CPU central processing unit
  • FIG. 1 is a schematic block diagram of an automatic parking control device according to a first embodiment of the present invention.
  • FIG. 2 is a diagram for describing motion of a vehicle equipped with the automatic parking control device when the next frame is located on an extension of the current section route according to the first embodiment of the present invention.
  • FIG. 3 is a diagram for describing another example of the motion of the vehicle equipped with the automatic parking control device when the next frame is located on the extension of the current section route according to the first embodiment of the present invention.
  • FIG. 4 is a diagram for describing motion of the vehicle equipped with the automatic parking control device when the next frame is located on a remaining section of the current section route according to the first embodiment of the present invention.
  • FIG. 5 is a diagram for describing another example of the motion of the vehicle equipped with the automatic parking control device when the next frame is located on the remaining section of the current section route according to the first embodiment of the present invention.
  • FIG. 6 is a diagram for describing motion of the vehicle equipped with the automatic parking control device when the next frame is located on neither the extension nor the remaining section of the current section route according to the first embodiment of the present invention.
  • FIG. 7 is a flowchart showing one cycle of cyclic processing in the automatic parking control device when a host vehicle is caused to travel on the current section route under vehicle control according to the first embodiment of the present invention.
  • FIG. 8 is a diagram for describing a method of determining, from the current position of the host vehicle and the remaining section of the section route, a host vehicle position when the host vehicle has finished traveling on the remaining section according to the first embodiment of the present invention.
  • FIG. 9 is a diagram for describing a method of determining whether the next frame is located on the extension of the current section route when a steering angle is 0 at an end position of the current section route according to the first embodiment of the present invention.
  • FIG. 10 is a diagram for describing the method of determining whether the next frame is located on the extension of the current section route when the steering angle is not 0 at the end position of the current section route according to the first embodiment of the present invention.
  • FIG. 11 is a diagram for describing a vehicle control method of maneuvering the host vehicle into the next frame when the next frame is located on the extension of the current section route according to the first embodiment of the present invention.
  • FIG. 12 is a diagram for describing the vehicle control method of maneuvering the host vehicle into the next frame when the next frame is located on the remaining section of the current section route according to the first embodiment of the present invention.
  • FIG. 13 is a flowchart showing one cycle of cyclic processing in an automatic parking control device when the host vehicle is caused to travel on the current section route under vehicle control according to a second embodiment of the present invention.
  • FIG. 1 is a schematic block diagram of an automatic parking control device according to a first embodiment of the present invention.
  • An automatic parking control device 100 performs all functions related to automatic parking.
  • the automatic parking control device 100 is generally implemented with an electronic circuit and thus is also referred to as an automatic parking electronic control unit (ECU).
  • ECU automatic parking electronic control unit
  • the automatic parking control device 100 is connected with a human machine interface (HMI) 171 , an external environment recognition sensor 172 such as a camera or a sonar, an input switch 173 , and various on-vehicle sensor and actuator ECUs 180 over direct-connected signal lines or a vehicle control network 190 such as a controller area network (CAN).
  • HMI human machine interface
  • an external environment recognition sensor 172 such as a camera or a sonar
  • an input switch 173 an input switch 173
  • various on-vehicle sensor and actuator ECUs 180 over direct-connected signal lines or a vehicle control network 190 such as a controller area network (CAN).
  • CAN controller area network
  • the automatic parking software 101 includes various software processing units such as a state transition unit 110 , an input and output processing unit 120 , a display processing unit 125 , a space recognition unit 130 , a route generation unit 135 , an arrival determination unit 140 , a host vehicle position estimation unit 145 , and a vehicle control unit 150 .
  • various software processing units such as a state transition unit 110 , an input and output processing unit 120 , a display processing unit 125 , a space recognition unit 130 , a route generation unit 135 , an arrival determination unit 140 , a host vehicle position estimation unit 145 , and a vehicle control unit 150 .
  • the state transition unit 110 controls the overall operation of the automatic parking control device 100 , changes its own state based on information from another software processing unit, and determines the next action.
  • the input and output processing unit 120 performs input and output processing with respect to various devices located outside the automatic parking control device 100 , the various devices being are connected to the automatic parking control device 100 over the direct-connected signal lines or the vehicle control network 190 . That is, the input and output processing unit 120 performs processing of passing input data received from various devices to another software processing unit and processing of transmitting, to various devices, output data in response to a request from another software processing unit.
  • the display processing unit 125 manipulates information received from the external environment recognition sensor 172 and information on various operation states received from another software processing unit to convert the pieces of information to data suitable for display on the HMI 171 and outputs the data to the HMI 171 .
  • the space recognition unit 130 recognizes a parking slot, an obstacle, and the like based on the information received from the external environment recognition sensor 172 and the position and orientation of the host vehicle estimated by the host vehicle position estimation unit 145 and creates a space map.
  • the route generation unit 135 generates a parking route extending from a parking start position (vehicle control start position) to a target parking position based on the space map created by the space recognition unit 130 and an instruction received from the state transition unit 110 .
  • the arrival determination unit 140 determines whether the host vehicle has reached the next frame of the current section route of the parking route generated by the route generation unit 135 based on the position and orientation of the host vehicle estimated by the host vehicle position estimation unit 145 .
  • the section route refers to a route extending from the parking start position (vehicle control start position) or a turning position provided on the way to the end of the parking route to the next turning position or the target parking position.
  • the section route refers to a route extending from the parking start position or any target position to the next target position when the turning position provided on the way to the end of the parking route or the target parking position is defined as the target position.
  • the next frame refers to a turning position or the target parking position (target position) to which the host vehicle will reach next.
  • the host vehicle position estimation unit 145 estimates the current position and orientation of the host vehicle based on information such as wheel speed logs and steering angle logs of the host vehicle.
  • the vehicle control unit 150 performs steering control, acceleration and deceleration control, shift control, and the like of the host vehicle to cause the host vehicle to travel on the current section route.
  • the automatic parking software 101 includes an arrival adjustment unit 160 as a software processing unit that performs processing unique to the present embodiment.
  • the arrival adjustment unit 160 includes a determination unit 161 , a calculation unit 162 , and an adjustment unit 163 .
  • the determination unit 161 determines whether the host vehicle reaches within the next frame when traveling on the remaining section of the section route extending from the current position of the host vehicle on the section route to the next frame. Further, when determining that the host vehicle cannot reach within the next frame with the travel on the remaining section, the determination unit 161 determines whether the host vehicle can reach the next frame on the extension of the remaining section on condition that the host vehicle is caused to travel further from a travel end position of the remaining section with the steering angle and travel direction at the travel end position of the remaining section kept.
  • the determination unit 161 determines whether the host vehicle does not reach within the next frame even with the travel to the end of the remaining section but can reach within the next frame on the way to the end of the remaining section (that is, whether the next frame is located on the remaining section).
  • the calculation unit 162 calculates an adjustment distance to the next frame.
  • the adjustment unit 163 generates, based on the calculation result from the calculation unit 162 , a parking route including an adjustment route that results from adjusting the travel distance by the adjustment distance, and information on steering control and vehicle speed scheduled at each position on the parking route and passes the parking route and the information to the route generation unit 135 and the vehicle control unit 150 , thereby enabling the vehicle control based on the calculation result from the calculation unit 162 .
  • FIG. 2 is a diagram for describing motion of the vehicle equipped with the automatic parking control device 100 when the next frame is located on the extension of the current section route according to the first embodiment of the present invention.
  • FIG. 2 illustrates motion of the host vehicle equipped with the automatic parking control device 100 when a current position 205 of the host vehicle moves to a position allowing the external environment recognition sensor 172 to visually recognize the back of the parking slot and then the target parking position is changed from an initial target parking position 203 A (a dotted-line frame in FIG. 2 ) to a more appropriate target parking position 203 B (a thick-line frame in FIG. 2 ) that is located backward compared to the initial target parking position 203 A.
  • an initial target parking position 203 A a dotted-line frame in FIG. 2
  • a more appropriate target parking position 203 B a thick-line frame in FIG. 2
  • the automatic parking control device 100 causes the determination unit 161 and the calculation unit 162 to make the above-described determination and calculation, respectively.
  • the calculation unit 162 calculates the adjustment distance from the travel end position (end point) of the section route 212 to the next frame, and the adjustment unit 163 adds, to a position ahead of the travel end position of the remaining section of the section route 212 (that is, on the extension of the remaining section of the section route 212 ), an adjustment route 213 on which the host vehicle is caused to travel further by adding the adjustment distance with the steering angle and travel direction at the travel end position of the remaining section kept. Even when the target parking position moves onto the extension of the section route 212 due to the adjustment route 213 , smooth parking control can be made.
  • the calculation unit 162 calculates the adjustment distance from the current position 205 on the section route 212 to the next frame, and the adjustment unit 163 generates an adjustment route 213 A on which the host vehicle is caused to travel from the current position 205 on the section route 212 by the adjustment distance with the steering angle and travel direction at the travel end position of the remaining section kept. Even when the target parking position moves onto the extension of the section route 212 due to the adjustment route 213 A, smooth parking control can be made.
  • the parking route 211 is calculated as a chain of at least one section route extending from a parking start position (vehicle control start position) 201 or a turning position 202 to the next frame, and one section route is generally formed of a chain of at least one curved segment or straight segment represented by a specific mathematical expression.
  • the types of the curved segment include an arc that is a path taken when the vehicle travels at a constant steering angle other than 0, a clothoid curve that is a path taken when the vehicle travels at a constant speed while linearly increasing or decreasing the steering angle.
  • FIG. 4 is a diagram for describing motion of the vehicle equipped with the automatic parking control device 100 when the next frame is located on the remaining section of the current section route according to the first embodiment of the present invention.
  • FIG. 4 illustrates motion of the host vehicle equipped with the automatic parking control device 100 when the current position 205 of the host vehicle moves to a position allowing the external environment recognition sensor 172 to visually recognize the back of the parking slot and then the target parking position is changed from the initial target parking position 203 A (a dotted-line frame in FIG. 4 ) to the more appropriate target parking position 203 B (a thick-line frame in FIG. 4 ) that is located on the near side compared to the initial target parking position 203 A.
  • the initial target parking position 203 A a dotted-line frame in FIG. 4
  • the more appropriate target parking position 203 B a thick-line frame in FIG. 4
  • the automatic parking control device 100 causes the determination unit 161 and the calculation unit 162 to make the above-described determination and calculation, respectively.
  • the calculation unit 162 calculates the adjustment distance from the current position 205 on the section route 212 to the next frame, and the adjustment unit 163 replaces a route 313 A of the remaining section with an adjustment route 313 B on which the vehicle is caused to travel from the current position 205 on the section route 212 by the adjustment distance with a start point and passing positions unchanged. Even when the target parking position moves to a position located before the next frame of the section route 212 due to the adjustment route 313 B, smooth parking control can be made.
  • the calculation unit 162 calculates an adjustment distance 313 L from the travel end position (end point) of the section route 212 to the next frame, and the adjustment unit 163 replaces a route 313 C of the remaining section with an adjustment route 313 D that results from shortening the remaining section of the section route 212 by the adjustment distance 313 L with a start point and passing positions unchanged. Even when the target parking position moves to a position located before the next frame of the section route 212 due to the adjustment route 313 D, smooth parking control can be made.
  • FIG. 6 is a diagram for describing motion of the vehicle equipped with the automatic parking control device 100 when the next frame is located on neither the extension nor the remaining section of the current section route according to the first embodiment of the present invention.
  • FIG. 6 illustrates motion of the host vehicle equipped with the automatic parking control device 100 when the current position 205 of the host vehicle moves to a position allowing the external environment recognition sensor 172 to visually recognize the back of the parking slot and then the target parking position is changed from the initial target parking position 203 A (a dotted-line frame in FIG. 6 ) to the more appropriate target parking position 203 B (a thick-line frame in FIG. 6 ) that is located on neither the extension nor the remaining section of the section route 212 .
  • the automatic parking control device 100 causes the determination unit 161 and the calculation unit 162 to make the above-described determination and calculation, respectively.
  • the host vehicle is controlled to travel on the initial section route 212 and come to a stop at the initial target parking position 203 A (next frame) (in other words, the travel end position of the remaining section of the section route 212 ), and then the route generation unit 135 regenerates the parking route 211 .
  • the parking route 211 may be regenerated after the host vehicle is caused to immediately come to a stop on the section route 212 (in other words, from a position where the vehicle comes to a stop after traveling from the current position 205 on the section route 212 ).
  • FIG. 7 is a flowchart showing one cycle of cyclic processing in the automatic parking control device 100 when the host vehicle is caused to travel on the current section route under vehicle control according to the first embodiment of the present invention.
  • steps S 511 to 525 correspond to processing unique to the present embodiment.
  • FIG. 7 represents only the processing required to cause the host vehicle to travel on the current section route, and no description will be given of the other processing (space recognition processing, display processing, processing related to obstacle detection, and the like).
  • step S 501 vehicle control under which the host vehicle is caused to travel on the current section route is performed under normal feedback control (step S 502 ). More specifically, the current position and orientation of the host vehicle based on the host vehicle position estimation made by the host vehicle position estimation unit 145 are compared with supposed position and orientation of the host vehicle on the section route based on the current travel distance, and then, the feedback control is performed to bring the current position and orientation of the host vehicle closer to the supposed position and orientation on the section route.
  • the arrival adjustment according to the present embodiment has been already performed, the section route adjusted by the arrival adjustment processing is used for the feedback control. This feedback control is performed by the vehicle control unit 150 .
  • step S 511 a determination is made whether the host vehicle position is located at the beginning of the last curved segment or straight segment of the section route (that is, immediately before the next frame) (step S 511 ), and then a determination is made whether the host vehicle position is located on the way to the end of the last curved segment or straight segment of the section route and the position of the next frame has moved (changed) (step S 512 ).
  • step S 511 or step S 512 is determined to be YES
  • step S 521 the processing proceeds to step S 521 .
  • step S 511 and step S 512 are determined to be NO, the processing proceeds to step S 531 . This determination is made by, for example, the determination unit 161 .
  • step S 511 takes into consideration a case where the feedback control fails to make a complete correction due to accumulation of errors, external factors, or the like.
  • step S 521 a determination is made whether the next frame is located on the remaining section (consisting of only one curved segment or straight segment that can be represented by a specific mathematical expression) of the section route or the extension of the remaining section.
  • the determination is made on the next frame that has been moved.
  • the processing proceeds to step S 522 .
  • the processing directly proceeds to step S 531 . This determination is made by, for example, the determination unit 161 .
  • step S 522 the adjustment distance to the next frame is calculated. This calculation is made by the calculation unit 162 .
  • step S 523 a determination is made whether the processing of the adjustment unit 163 is applied, and, when the processing is applied, a determination is made what kind of processing is applied.
  • the processing directly proceeds to step S 531 .
  • processing of adding the adjustment route adjustment route that results from adjusting the travel distance by the adjustment distance calculated in step S 522 ) to the end of the section route is performed (step S 524 ).
  • step S 525 processing of replacing the section route with the adjustment route that results from shortening the remaining section of the section route (adjustment route that results from adjusting the travel distance by the adjustment distance calculated in step S 522 ) is performed (step S 525 ). Steps S 524 and S 525 are performed by the adjustment unit 163 .
  • step S 524 or step S 525 the processing proceeds to step S 531 .
  • step S 531 a determination is made whether vehicle control under which the host vehicle is caused to travel on the current section route is completed.
  • the section route adjusted by the arrival adjustment processing is used for the determination.
  • the processing proceeds to step S 532 .
  • the processing proceeds to step S 541 . This determination is made by, for example, the vehicle control unit 150 .
  • step S 532 the position and orientation of the next frame are compared with the current position and orientation of the host vehicle based on the host vehicle position estimation, and a determination is made whether the host vehicle is considered to have reached the next frame. This determination is made by the arrival determination unit 140 .
  • step S 535 step S 533
  • step S 534 step S 533
  • the regeneration of the parking route in step S 534 is made by the route generation unit 135 .
  • step S 535 the section route is switched to the next section route.
  • the section route is switched to the first section route of the parking route thus regenerated.
  • step S 541 this processing cycle is brought to an end.
  • FIG. 8 is a diagram for describing a method of determining, from the current position of the host vehicle and the remaining section of the section route, the host vehicle position when the host vehicle has finished traveling on the remaining section according to the first embodiment of the present invention.
  • the determination unit 161 determines whether the host vehicle reaches within the next frame when traveling on the remaining section of the section route to the next frame and determine whether the host vehicle can reach within the next frame when further traveling from the travel end position of the remaining section with the steering angle and travel direction at the travel end position of the remaining section kept, it is required that the host vehicle position when the host vehicle has finished traveling on the remaining section from the current position of the host vehicle be determined beforehand.
  • a center of a rear wheel axle of the vehicle is taken as the host vehicle position. This is because, when the vehicle travels at low speed as in automatic parking, it can be roughly considered that neither centrifugal force nor a wheel skid occurs, which makes it possible to apply Ackermann steering geometry to vehicle motion analysis and thus to consider a turning center of the vehicle as being located on the extension of the rear wheel axle.
  • the current position 205 based on the host vehicle position estimation on space coordinates (ground-fixed coordinates) is denoted as (X0, Y0, ⁇ 0).
  • X0 denotes an X coordinate
  • Y0 denotes a Y coordinate
  • ⁇ 0 denotes a yaw angle.
  • a shift in coordinate from the supposed position of the host vehicle on the section route based on the current travel distance and to the current position when the host vehicle has finished traveling on the remaining section of the section route is denoted as ( ⁇ X, ⁇ Y, ⁇ ).
  • a method of calculating ⁇ X, ⁇ Y, ⁇ depends on a method of generating the parking route.
  • a host vehicle position 601 when the host vehicle has finished traveling on the remaining section from the current position of the host vehicle can be denoted as (X0+ ⁇ X, Y0+ ⁇ Y, ⁇ 0+ ⁇ ).
  • the host vehicle position when the host vehicle has finished traveling on the remaining section from the current position of the host vehicle is determined, but it is convenient in terms of calculation to make conversion to a vehicle-fixed coordinate system for a determination of whether the current host vehicle position is located within the next frame and a determination of whether the host vehicle can reach within the next frame when further traveling from the current host vehicle position. Therefore, coordinates of a next frame 611 are converted to coordinates in the vehicle-fixed coordinate system in which the center of the rear wheel axle at the host vehicle position 601 when the host vehicle has finished traveling on the remaining section is defined as an origin and yaw angle 0.
  • FIG. 9 is a diagram for describing a method of determining whether the next frame is located on the extension of the current section route when the steering angle is 0 at the end position of the current section route according to the first embodiment of the present invention.
  • the diagram of FIG. 9 shows that the coordinates of the next frame 611 are converted to coordinates in the vehicle-fixed coordinate system in which the center of the rear wheel axle at the host vehicle position 601 when the host vehicle has finished traveling on the remaining section is defined as the origin and yaw angle 0.
  • the coordinates of the next frame 611 after the conversion are denoted as a center (xg, yg), a width dg, a depth lg, and a yaw angle ⁇ g.
  • the vehicle is considered to have a rectangular shape, a wheelbase of the vehicle (a length from the front axle to the rear axle), a front length (a length from the front end to the front axle of the vehicle), a rear length (a length from the rear end to the rear axle of vehicle), and a width are denoted as l, lf, lr, and dw, respectively.
  • vehicle has reached the next frame refers to a situation where all the four corners of the vehicle are within the next frame, and the yaw angle of the vehicle lies within an allowable range ( ⁇ g ⁇ ) of the yaw angle for the next frame.
  • the vehicle travels forward (or backward) with the actual steering angle 0 kept from the host vehicle position 601 when the vehicle has finished traveling on the remaining section, the vehicle travels straight along the y axis with the center of the rear axle placed on the y axis.
  • An area of the next frame 611 is an area that satisfies all the following four inequalities shown in Expression 1.
  • ⁇ /2 allows a case where the host vehicle orients in a direction different by 90° from the next frame or in a direction opposite to the next frame, which is not practically conceivable.
  • a range of the travel distance s1 to s2 (a range of from s1 to s2, both inclusive, which is hereinafter used in the same meaning) in which all the four corners of the vehicle are within the next frame 611 is represented by the following Expression 2.
  • the travel distance represents a positive number in the forward direction and a negative number in the reverse direction.
  • the next frame 611 is located ahead of the host vehicle position 601 when the host vehicle has finished traveling on the remaining section, and the host vehicle can reach the next frame 611 by traveling forward by a distance of from s1 to s2.
  • the next frame 611 is located behind the host vehicle position 601 when the host vehicle has finished traveling on the remaining section, and the host vehicle can reach the next frame 611 by traveling backward by a distance of from
  • the travel direction at the host vehicle position 601 when the host vehicle has finished traveling on the remaining section coincides with the travel direction for reaching the next frame 611 , the next frame 611 can be considered as being located on the extension of the current section route.
  • FIG. 10 is a diagram for describing a method of determining whether the next frame is located on the extension of the current section route when the steering angle is not 0 at the end position of the current section route according to the first embodiment of the present invention.
  • the diagram of FIG. 10 shows that the coordinates of the next frame 611 are converted to coordinates in the vehicle-fixed coordinate system in which the center of the rear wheel axle at the host vehicle position 601 when the host vehicle has finished traveling on the remaining section is defined as the origin and yaw angle 0.
  • the coordinates of the next frame 611 after the conversion and the dimensions of the vehicle are set the same as the coordinates and dimensions in FIG. 9 , and the actual steering angle when the host vehicle has finished traveling on the remaining section is denoted as ⁇ ( ⁇ 0).
  • the host vehicle When the host vehicle travels forward (or backward) with the actual steering angle ⁇ kept from the host vehicle position 601 when the host vehicle has finished traveling on the remaining section, the host vehicle turns right when ⁇ >0, and turns left when ⁇ 0.
  • the right turn (0 ⁇ /2) is applied herein.
  • the left turn can be considered as being symmetrical.
  • the turning center is located on the x-axis of the vehicle-fixed coordinate system.
  • the position of the turning center is denoted as Os, and respective turning radii ⁇ r, ⁇ fo, ⁇ fi, ⁇ ro, and ⁇ ri of the center of the rear wheel axle, a front-outside vehicle end point, a front-inside vehicle end point, a rear-outside vehicle end point, and a rear-inside vehicle end point of the host vehicle, and respective turning-angle deviations ⁇ r, ⁇ fo, ⁇ fi, ⁇ ro, and ⁇ ri of the center of the rear wheel axle, the front-outside vehicle end point, the front-inside vehicle end point, the rear-outside vehicle end point, and the rear-inside vehicle end point of the host vehicle from the center of the rear wheel axle are determined by the following Expression 3.
  • a turning-angle range ⁇ 1 to ⁇ 2 in which the four corners of the vehicle are within the next frame 611 when the host vehicle travels while turning from the host vehicle position 601 when the host vehicle has finished traveling on the section route and the turning angle lies within the allowable range ( ⁇ g ⁇ ) of the yaw angle for the next frame 611 is determined.
  • ⁇ 1c corresponds to a turning angle of the center of the rear wheel axle when a rear-side straight line of the next frame 611 intersects a circular path of the rear-outside vehicle end point. This intersection point is determined as a solution to simultaneous equations shown in the following Expression 4.
  • coordinates (xro1, yro1) of the rear-outside vehicle end point at the turning angle ⁇ 1c are determined by the following Expression 5.
  • the turning angles ⁇ 1c and ⁇ 1 at this time are determined by the following Expression 6 (where, when ⁇ 1c> ⁇ g+ ⁇ is satisfied, there is no solution to ⁇ 1).
  • coordinates (xfo2, yfo2) of the front-outside vehicle end point at the turning angle ⁇ 2c are determined by the following Expression 7.
  • the turning angles ⁇ 2c and ⁇ 2 at this time are determined by the following Expression 8 (where, when ⁇ 2c ⁇ g ⁇ is satisfied, there is no solution to ⁇ 2).
  • the host can reach the next frame 611 by traveling forward by the distance of from s1 to s2 on condition that the next frame 611 is located ahead of the host vehicle position 601 when the host vehicle has finished traveling on the remaining section.
  • the host can reach the next frame 611 by traveling backward by the distance of from
  • the travel direction at the host vehicle position 601 when the host vehicle has finished traveling on the remaining section coincides with the travel direction for reaching the next frame 611 , the next frame 611 can be considered as being located on the extension of the current section route.
  • FIG. 11 is a diagram for describing the vehicle control method of maneuvering the host vehicle into the next frame when the next frame is located on the extension of the current section route according to the first embodiment of the present invention.
  • the travel control is performed up to the initial travel end position 601 in accordance with the initial section route (excluding stationary steering after reaching the next frame) with the vehicle speed (vehicle speed threshold Va) kept (without causing the host vehicle to come to a stop) (section 902 ).
  • the travel control is performed up to a position immediately before the distance (s1 to s2) to the next frame 611 (immediately before the end of travel by the adjustment distance) (section 903 ).
  • the vehicle speed threshold Va is set to a speed at which the vehicle can come to a stop within the next frame 611 with an enough margin even when a slight error occurs during deceleration. For example, with Va set equivalent to 1 km/h, the vehicle can come to a stop at a deceleration of about 0.1 G, about 5 cm from the start of deceleration on a dry road surface, or about 10 cm on a wet road surface. Therefore, with Va set to 1 km/h, when the vehicle starts to decelerate 7.5 cm before the next frame 611 at about 0.1 G, the error can be within 2.5 cm even with the feedback control disabled. Needless to say that the feedback control may be used together to increase the accuracy of the stop position.
  • FIG. 12 is a diagram for describing the vehicle control method of maneuvering the host vehicle into the next frame when the next frame is located on the remaining section of the current section route according to the first embodiment of the present invention.
  • the determination can be made in almost the same manner as the method of determining whether the next frame 611 is located on the extension of the current section route illustrated in FIG. 9 and FIG. 10 .
  • the center of the rear wheel axle at the host vehicle position 601 when the host vehicle has finished traveling on the remaining section is taken as the origin and yaw angle 0.
  • the center of the rear wheel axle at the current position 205 of the host vehicle is coordinate-converted as the origin and yaw angle 0, and the determination is made whether the host vehicle can reach the next frame 611 in the same manner.
  • the range of travel distance s1 to s2 obtained as a result of the determination is a range of travel distance required to reach the next frame 611 from the current position 205 of the host vehicle.
  • the next frame 611 is located on the way to the end of the v when the host vehicle travels forward on the remaining section, and the host vehicle can reach the next frame 611 by traveling forward by the distance of from s1 to s2.
  • s1 ⁇ s2 ⁇ 0 is satisfied, the next frame 611 is located on the way to the end of the remaining section when the host vehicle travels backward on the remaining section, and the host vehicle can reach the next frame 611 by traveling backward by the distance of from
  • the travel direction at the current position 205 of the host vehicle coincides with the travel direction for reaching the next frame 611 , the next frame 611 can be considered as being located on the way to the end of the remaining section of the current section route.
  • the vehicle control method of maneuvering the host vehicle into the next frame 611 when the next frame 611 is located on the remaining section of the current section route a description will be given only of a case of forward travel, that is, a case where 0 ⁇ s1 ⁇ s2 is satisfied. The same holds true for backward travel.
  • the travel distance to the next frame 611 may be in the range of from s1 to s2, but, herein, s12 is set as the target travel distance (s1 ⁇ s12 ⁇ s2).
  • the travel distance from the current position 205 of the host vehicle to the travel end position 601 is denoted as s
  • the remaining distance at the start of the deceleration control under which the host vehicle comes to a stop at the travel end position 601 is denoted as sb.
  • the host vehicle travels forward from the current position 205 of the host vehicle by a distance s12 ⁇ sb without deceleration (section 1011 ), and then decelerates under the initially scheduled deceleration control (section 1012 ). That is, in this case, the start of vehicle deceleration is made earlier (than the initially scheduled deceleration) to cause the host vehicle to decelerate earlier.
  • the host vehicle starts to decelerate at the current position 205 of the host vehicle so as to make the deceleration equal to sb/s12 times the deceleration under the initial deceleration control. That is, in this case, the vehicle deceleration is made higher (than the initially scheduled deceleration) to cause the host vehicle to decelerate earlier.
  • the deceleration under the initial deceleration control multiplied by sb/s12 exceeds an allowable deceleration threshold, a determination is made that the host vehicle cannot come to a stop within the next frame 611 , and the adjustment route is prevented from being applied.
  • the host vehicle When s ⁇ sb is satisfied, the host vehicle has already started to decelerate at the current position 205 of the host vehicle, so that the host vehicle decelerates on the remaining s of a deceleration section from the current position 205 of the host vehicle so as to make the deceleration equal to s/s12 times the deceleration under the initial deceleration control.
  • the deceleration under the initial deceleration control multiplied by s/s12 exceeds the allowable deceleration threshold, a determination is made that the host vehicle cannot come to a stop within the next frame 611 , and the adjustment route is prevented from being applied.
  • the host vehicle when the determination is made whether the next frame is located on the extension of the current section route and the determination result shows that the next frame is located on the extension, the host vehicle is caused to further travel, or when the determination is made whether the next frame is located on the remaining section of the current section route and the determination result shows that the next frame is located on the remaining section, the host vehicle is caused to decelerate earlier, thereby allowing the host vehicle to reach and come to a stop at the next frame.
  • the determination is made whether the host vehicle can reach the next frame with slight adjustment to light-load processing without regeneration of the parking route, and, when the determination result shows that the host vehicle can reach the next frame, vehicle control reflecting the adjustment is performed to allow the host vehicle to reach and properly come to a stop at the next frame. Further, even when it is recognized that the next frame has moved suddenly due to the influence of the external environment recognition or the like, the host vehicle can properly come to a stop at the next frame.
  • the normal parking route regeneration processing is not performed, thereby eliminating the need of the stop and in turn reducing a processing load on a central processing unit (CPU).
  • CPU central processing unit
  • FIG. 13 is a flowchart showing one cycle of cyclic processing in an automatic parking control device when the host vehicle is caused to travel on the current section route under vehicle control according to a second embodiment of the present invention.
  • the operation of the automatic parking control device according to the second embodiment is substantially the same as the operation of the automatic parking control device according to the first embodiment, but is different in that the adjustment operation can be suppressed when arrival adjustment according to the present embodiment is not made as expected although, in exchange for an increase in a load on one cycle processing.
  • steps S 501 and S 502 are the same as steps S 501 and S 502 in the flowchart according to the first embodiment described with reference to FIG. 7 .
  • step S 502 is brought to an end, the processing proceeds to step S 1111 .
  • step S 1111 a determination is made whether the host vehicle position is located on the last curved segment or straight segment of the section route (that is, immediately before the next frame), and, when the determination result is YES, the processing proceeds to step S 1112 .
  • the determination result is NO, the processing proceeds to step S 531 .
  • step S 1112 a determination is made whether a newly established route adjustment counter has exceeded a predetermined threshold, and, when the determination result is YES, the processing proceeds to step S 531 .
  • the processing proceeds to step S 521 .
  • the route adjustment counter has an initial value of 0 and is reset to the initial value at the start of vehicle control along each section route.
  • the threshold appropriately defined makes it possible to suppress an increase in the number of route adjustments made to the same section route, which in turn makes it possible to prevent logic according to the present embodiment from being wastefully applied numerous times in an abnormal situation where the host vehicle cannot reach the next frame even with numerous times of adjustments.
  • Steps S 521 , S 522 , S 523 , S 524 , and S 525 are the same as steps S 521 , S 522 , S 523 , S 524 , and S 525 in the flowchart according to the first embodiment described with reference to FIG. 7 .
  • step S 524 or step S 525 is brought to an end, the processing proceeds to step S 1113 .
  • step S 1113 a determination is made whether the next frame has moved immediately before the execution of the current cycle of processing, and, when the determination result shows that the next frame has moved, the route adjustment counter is reset to 0 (step S 1114 ). This is because, due to the movement of the next frame, it is considered that the application of the route adjustment is a normal operation.
  • step S 1115 the processing proceeds to step S 1115 .
  • Steps S 531 , S 532 , S 533 , S 534 , S 535 , and S 541 are the same as steps S 531 , S 532 , S 533 , S 534 , S 535 , and S 541 in the flowchart according to the first embodiment described with reference to FIG. 7 .
  • the determination unit 161 determines that the host vehicle can reach within the next frame, the determination by the determination unit 161 and the calculation by the calculation unit 162 are made again while causing the host vehicle to travel on the adjustment route generated in accordance with the adjustment distance obtained from the calculation unit 162 , and when the determination that the host vehicle can reach within the next frame is repeated a predetermined number of times or more due to causing the host vehicle to further travel or causing the host vehicle to decelerate earlier even without a change in position of the next frame indicated by a result of the determination made again by the determination unit 161 and a result of the calculation made again by the calculation unit 162 , the adjustment unit 163 does not readjust the adjustment route. This makes it possible to not only obtain the same actions and effect as those of the first embodiment, but also disable the adjusting operation when the arrival adjustment by the arrival adjustment unit 160 does not operate as expected.
  • the present invention is not limited to the above-described embodiments and includes but includes various modifications.
  • the above-described embodiments have been described in detail to facilitate the understanding of the present invention and are not intended to indicate that all the above-described components need to be always provided.
  • some of the components of one embodiment can be replaced with corresponding components of another embodiment, and a component of another embodiment can be added to the components of one embodiment.
  • some or all of the components, functions, processing units, processing means, and the like described above may be implemented by hardware such as an integrated circuit designed to implement some or all of the components, functions, processing units, processing means, and the like.
  • each of the components, functions, and the like described above may be implemented by software that causes the processor to interpret and execute a program that makes each function work.
  • Information such as a program, a table, and a file for making each function work may be stored in a memory, a hard disk, a storage device such as a solid state drive (SSD), or a recording medium such as an IC card, an SD card, or a DVD.
  • SSD solid state drive
  • control lines and information lines considered necessary for the description are only illustrated, and all the control lines and information lines necessary for the product are not necessarily illustrated. In practice, it may be considered that almost all the components are mutually connected.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Regulating Braking Force (AREA)
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DE102018204134B4 (de) * 2018-03-19 2022-03-17 Volkswagen Aktiengesellschaft Verfahren zum Ausparken eines Kraftfahrzeugs aus einem Parkplatz und Kraftfahrzeug mit einer Steuereinheit zum Ausführen eines derartigen Verfahrens
JP7212556B2 (ja) * 2019-03-15 2023-01-25 日立Astemo株式会社 車両制御装置
WO2021102955A1 (zh) * 2019-11-29 2021-06-03 华为技术有限公司 车辆的路径规划方法以及车辆的路径规划装置
JP7316612B2 (ja) * 2020-02-04 2023-07-28 パナソニックIpマネジメント株式会社 運転支援装置、車両、及び、運転支援方法
CN112141090B (zh) * 2020-06-24 2023-03-28 上汽通用五菱汽车股份有限公司 自动泊车路径规划方法、系统及计算机存储介质
CN112721704B (zh) * 2021-01-20 2022-08-19 安洁无线科技(苏州)有限公司 基于无线充电对齐技术的电动汽车自动泊车方法及系统
JP7294356B2 (ja) * 2021-02-19 2023-06-20 トヨタ自動車株式会社 車両制御方法、車両制御システム、及び車両制御プログラム
WO2023053729A1 (ja) * 2021-09-30 2023-04-06 株式会社アイシン 駐車支援装置
CN113887060B (zh) * 2021-10-13 2024-05-10 英博超算(南京)科技有限公司 一种新型的自动泊车系统车辆定位方法
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